The lort and of It
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13,
ley, Associnst.T.
SHORTER working weeks must become standard practice in the road transport industry. This is essential if adequate profits and stable employment are to be maintained. Long hours have been too readily accepted as inherently vital to the economy of the industry and, in consequence, rate cutting has been encouraged to the detriment—or even extinction—of many operators, although the real cause, namely excessive hours, has been overlooked.
These are provocative claims at variance with the practice of many established operators. But they are both the opinions and practice on which a Derby remover and haulier, Mr. Benjamin Keeling, has successfully operated and expanded a group of local companies acquired over the past 12 years. In addition to Keeling Transport, Ltd., the companies within the group consist of Frank Porter, Ltd. (acquired in July, 1949), Brooks (Derby), Ltd. (July, 1950) and James Riley, Ltd. (November, 1959). All these companies are based on Derby.
Expanding on these opinions, Mr. Keeling told me that he considered the first essential in his business was an accurate costing system. Every possible item .should be taken into account and set .against each vehicle and, similarly, the separate earnings should be credited to each vehicle. Having done this, it is imperative that all castings should be calculated on the basis of a standard 44-hour week as laid down in the Road Haulage Wages Regulations.
In his view, this is the only way to avoid running vehicles uneconomically. Far too often operators calculate their charges on the basis of a long working week and, in some cases, up to 66 hours, By so doing they then make it essential that they should maintain these hours week after week if they are to show a profit. If not, they cover only their costs, or even run at a loss.
That is a totally wrong approach, Mr. Keeling insisted. Most trades have their peak traffic flows and any additional revenue should be considered to provide against the inevitable rainy day when slack periods occur.
He added that the successful operation of the group has been dependent to a substantial degree on the study of every costing article published by The Commercial Motor since 1930. Mr. Keeling agreed with the comment made in the current edition of "The Commercial Motor Tables of
Operating Costs" relative to profit margin. This, the profit margin, should be looked upon as an element of cost, to insure against the risk inevitable in running a business, in contrast to the comparative security of paid employment, the emphasis being on margin rather than profit.
It is the policy of the Porter Group to pay a level of wages capable of attracting the right type of workman and this has resulted in the acceptance of rates higher than those laid down by the Road Haulage Wages Council. However, such additional expense has brought rewards. in many directions. The Group are able to command respect from their workmen and at the same time insist that orders be carried out.
This has a direct relation to the goodwill of their customers. To put into practice the policy that the customer is always right has often proved to their detriment financially, but, precisely because this is their policy, they rarely fail to negotiate a rate for a job adequate to cover any such eventuality.
They have found that most customers are not primarily concerned with cut rates, although naturally they wish to operate as economically as possible. Their most important and consistent request is for a high standard of service and
without an adequate rate, Mr. Keeling insists, this could not be given.
Standardization to a remarkable degree has already been achieved within the Porter Group. In 1957, two Austin 4-tormers fitted with four-cylinder oil engines Were purchased, and proved sufficiently satisfactory that the group decided to standardize on this make. Although the load.; carried were well below the recommended maximum weigt-t it was decided that a larger power unit was required, becaus. of the expansive frontal area of the Luton van body, which is a standard fitting to all chassis within the Group. Subsequently, 5-ton chassis were purchased, and these were powered by six-cylinder 5.1-litre engines. Similar power units were also fitted to the two original 4-tonners, iii replacement of the smaller engine. Following this replacement, the rate of fuel consumption of the 4-tonnen improved from 16 m.p.g. to 18/19 m.p.g. despite using the larger six-cylinder engine. These results were considered due to the reduction in the amount of low gear work required because of the greater output of the larger engine.
The total fleet of the Porter Group at present consists of 25 Luton vans and a 30-cwt. service van. The Luton vans are proportioned as follows: Frank Porter, Ltd., 15; Brooks (Derby), Ltd., three; James Riley, Ltd., three; and Keeling Transport, Ltd., four.
Additional vehicle equipment includes two lamps in the interior of the vans and one exterior light directed on the tail-board. Flashing indicators are used side and rear and fog lamps are standardized.
Single heaters, with twin demisters, are also fitted whilst 7-ton springs replace the standard 5-ton units. An important addition is the use of a 60-gal. fuel-oil tank.
Luton van bodies are fitted to all chassis because the vehicles are engaged exclusively on either removal or the transport of new furniture. Although he does not approve of the working of excessive hours as a means of reducing operating costs, Mr. Keeling was emphatic that in this particular trade a vehicle with a much larger capacity than normal is essential to both economic and flexible operation of the fleet.
In this country it became common practice to accept a van of 1,000 to 1,250 cu. ft. capacity as a good working standard. He had found that this was not large enough and, with a few exceptions, he had now standardized on a van of 2,000 cu. ft. capacity. Operating costs are only fractionally, if any, greater than when a smaller van body was used, whilst the additional capacity provides several advantages. As it is virtually standardized within the Group, the vehicle most favourably placed geographically can be sent in response to an urgent request with the knowledge that it will be adequate for whatever work it has to carry out. Even when a removal involves only 1,250 cu. ft. of furniture, this can be packed more quickly into a 2,000 Cu. ft. van than into one of the exact size.
Improved Efficiency Because some vehicles are on contract to move new furniture, however, complete standardization in bodies cannot be achieved as it is essential that these should have no wells in order to facilitate the process of loading at the factory.
As an indication of the improved economic efficiency of the fleet, as a result of this policy of standardization on Austin 5-ton chassis fitted with Luton 2,000 cu. ft. bodiessand averaging 18 to 19 m.p.g., a 5-tonner fitted with sixcylinder petrol engine and limited to 1,000 cu. ft. capacity averaged only 12 m.p.g. in 1952.
All the vans have ash frames with aluminium or aluminium faced ply
panels. The roofs are also aluminium, and are fitted with translucent panels. Roller shutters are used at the rear and are again of aluminium.• As a result of this construction, the unladen Weight of these 2,000 Cu. ft. vans is limited to around 4 tons 3 cwt. The overall measurements are height, 13 ft. 1 in.; length, 30 ft.; and width, 8 ft. Two vans however are retained with 1,300 Cu. ft. capacity, with a length of 23 ft. 4 in. and width of 7 ft. 8 in. They are fitted to the original 4-ton chassis and are of particular advantage where the approach to properties is restricted.
The interior of the vans is battened longitudinally to protect interior panels and facilitate load tying. The floor is constructed with ash bearers and is covered with 1-in. nominal tongue and grooved softwood boards. The 3-ft. 10-in. tail-board is equipped with safety chains and chainless El 0 Founder and managing director of the Porter Group of removal and haulage companies in Derby, Mr. Benjamin Keeling. security pins. Above the aluminium roller shutter a 2-ft. panel is available for sign writing.
An extension of 3 ft. 10 in. is fitted to the standard chassis by either Halmo Engineering and Construction, Ltd., Birmingham, or the Marston Motor Co., Ltd., at Norwich. The bodies are built by Kennings, Ltd., Derby, or by Marston's associated company, Messrs. Arterial Motors of Norwich, whilst the paint is supplied by Joseph Mason and Co., Ltd., Derby.
The day-to-day running of the Group is under the control of Mr. Benjamin Keeling's two sons, Mr. Peter Keeling being responsible for the operational side of the business and Mr. Michael Keeling for the secretarial administration. The outside staff consists of 27 drivers and 10 porters, whilst a further five are engaged on maintenance and servicing. These include two mechanics and one youth, in addition to two van washers. There is also an .administration staff of 10 divided as follows: wages, one; accounts, two; secretarial, two; ledger clerks, two; manager's clerk, one; together with one manager and one yard foreman.
The basic wage for drivers is £10 and for porters £9. This is in accordance with Porter's policy of paying a basic wage above average without ties. When a driver works solo there is an addition of. 10s. to 15s. according to the type of delivery involved, otherwise there are no incentive schemes or bonuses of any kind. Until recently a Christmas bonus was paid to the staff but this has now been consolidated into the basic wage. Mr. Benjamin Keeling has found that his men prefer a good basic wage in contrast to an amount only arrived at by considerable calculation, from which disputes could well arise.
Ring-road Depot
Despite the additional cost involved, it is the Group's policy to send a driver and porter on all removals and to hire further men at the point of destination, if required. Any attempt to economize by sending only a driver is more than offset, Mr. Keeling considers, by the loss of goodwill of customers, which can often occur in such circumstances.
The activities of the Group are now concentrated at one depot, which has been completed on the corner site bounded by London Road and Traffic Street, Derby. The value and convenience of this site will be enhanced on completion of the Derby inner ring-road scheme. This site provides parking for 26 vehicles and a recent development will eventually enable up to 50 large vans to be accommodated. A maintenance shop has just been completed at a cost of £8,000. This shop is well lit during the day by the inclusion of an ample number of translucent panels in the roof, which is of double construction to provide additional insulation. The main heating equipment has been supplied by the East Midland Gas Board and the hot air so provided is blown down in the required areas, including the two kits, which are 30 ft. long.
Equipment in the shop includes a Champion sparking plug tester and a 13.2 Cu. ft. Ingersoll-Rand air compressor. A 300-gal. storage tank for engine oil is connected to an air-operated pump, with a meter on the dispensing nozzle. Silkolene Welbeck fully detergent engine oil is supplied by Dalton and Co., Ltd., Belper, near Derby. This oil is additive-treated well in excess of the MIL-L-210 4A specification.
An underground fuel oil tank has a capacity of 3,000 gal. Air lines are strategically placed throughout the maintenance shop and parking area, whilst Laycock highpressure equipment and Fkxy brushes are available for van washing. A transhipment shed is situated alongside with warehouse accommodation above. Two additional furniture warehouses located in Derby have a total capacity of 250,000 cu. ft.
The drivers' mess has a hot water supply and is heated by electricity, whilst gas rings are also available. Above this mess is accommodation for removal stock, consisting of up to 3,000 tea chests, hessian wrappers, lifting tackle, safe trolleys and ladders.
Established hi 1860 Local and long-distance household removals are Contracted largely by personal recommendation and local advertising. In this respect the goodwill engendered by a high standard of service coupled with long experience proves invaluable. One of the companies in the Group-James Riley and Sons (Derby), Ltd.—was established in 1860 whilst Frank Porter and Son, Ltd., followed in 1880.
Contracts for the carriage of new furniture and kitchen equipment ha.'e been obtained, and retained, by the Group's ability to offer a high standard of service. The importance of ensuring that vehicles are at all times maintained in an attractive condition is exemplified by the circumstances under which Porter's obtained what is now one of their major contracts.
Mr. Peter Keeling told me that in 1953 the transport manager of a large London furniture manufacturer happened to see one of their vans passing his office at a time when he was having difficulty in hiring vehicles. He was impressed by the appearance of the vehicle, and as a result of arrangements then made, substantial quantities of traffic have been carried by the Porter Group for this manufacturer.
The post-war expansion of large national organizations with satellite establishments in remote parts of the country, has provided an additional source of household removal work. In some instances, the projects are comparatively short-termed, so that the staff ha S also to be brought back to Derby when the work is completed.
When it is not possible to detail drivers with information as to their return journey, they are instructed to telephone the Derby office after unloading. Although such a procedure adds substantially to the telephone account, which can amount to £.18 per week, Mr. Keeling claims that this is well worth while even though only an occasional return load might, in fact, become available.
Unfortunately, efficient operation in the removal side of the business is being made more difficult by the increasing
tendency for individual members of the public tO give less notice of an intending removal than was previously the case.
Although there is some slackening in trade in the early part of each year comparable with a general trade recession, there is no undue fluctuation in Porter's traffic. Variation in restrictions on hire purchase do, however, cause comparable fluctuations in the movement of new furniture.
The majority of vehicles in the Group operate under A. -or contract A licences. Two vehicles have B licences, whilst the service van has a C licence. There are no restrictions on the carriage of any goods suitable for vans within Great Britain or for a regular service of new furniture from London to ttle Midlands and North.
When detailing drivers for a household removal, precise routeing instructions are given from the office at Derby. Additionally, wherever possible, the householder is requested to supply a diagram of the exact position of the premises so as to avoid time wasting. In keeping with their policy of providing a high quality of service in return for an adequate rate, Mr. Keeling said that he prefers to work independently, so maintaining complete control throughout.
A comprehensive recording and costing system is maintained by Porter's. It is the duty of every driver to report defects in individual Vehicle Record Books, which are kept in the maintenance shop. Completion of the necessary work is certified by the mechanics. Preventive maintenance is organized on a fortnightly basis and oil is changed at 3,000-mile intervals.
Appropriate manufacturers' servicing recommendations are carried out at intervals of 6,000, 12,000, 24,000 and 48,000 miles. Injectors are changed every 12,000 miles by arrangement with Globe and Simpson (Sheffield), Ltd.. whose premises are conveniently alongside the Group's headquarters in Derby.
Dunlop tyres are standard and these are supplied and • serviced by the Marsharn Tyre Co., Ltd., whose Derby depot is also situated in Traffic Street. Monthly checks are undertaken by Dunlop staff and a tyre mileage life of 60,000 is averaged. Fuel oil is supplied by the Power Petroleum Co., Ltd.
Composite Log Sheet A composite log sheet has now been adopted, suitable for use by any of the four companies in the Group. Particular attention is paid to checking mileages, especially where several deliveries of new furniture in a city or large town are involved. As an example, the log sheet of a van delivering furniture manufactured in London to several points in the East Midlands will show each individual delivery with corresponding mileages, however small they might be.
To facilitate the speedy and efficient checking of daily records, drivers are supplied with pre-paid envelopes so that they can post back log sheets and delivery dockets to the Derby office without delay.
A vehicle maintenance record is kept on a fleet basis. A large loose-leaf sheet is used and this is divided into 16 vertical and 20 horizontal columns. The sheet is headed across with the respective fleet numbers of the vehicle concerned and, immediately below the date, the specific maintenance tasks are listed, together with the mileometer reading. A record is also taken of maintenance carried out on the road and whether any damage is sustained to, the vehicle. The specific tasks are then. listed horizontally and attention th the radiator, engine oil, fan belt, valve clearance and injectors is successively recorded. Additionally. tyre pressures. batteries, lights, rear axle and gearbox arc also checked, together with the servo motor. Sump oii changes are also noted.